Train-service coupling.



No. 876,929. PATENTED JAN. 21, 1908.

' S. D. BARNETT.

TRAIN SERVICE COUPLING.

APPLICATION FILED MAR. 21, 1904.

5 SHEETS-BHEET1.

No. 876,929.; PATENTE D JAN. 21, 1908.

s. 1). BARNETT.

TRAINiSERVIOE COUPLING.

APPLICATION FILED MAR- 21, 1904.

5 SHEETS-SHEET 2.

5440014 tow 7 M thinning 2% No. 876,929. PATENTED JAN. 21, 1908, s. D. BARNETT.

TRAIN SERVICE COUPLING.

APPLIGATION FILED MAR. 21, 1904 5 SHEETS-SHEET 3.

pamu 1T4). 876,929. PATENTED JAN. 21, 1908. s. D. BARNETT.

TRAIN SERVICE COUPLING.

APPLICATION FILED MAR. 21, 1904.

5 SHEETS-SHEET 4.

PATENTED JAN. 21; 1908.

. SJ D. BARNETT.

TRAIN SERVICE COUPLING.

I APPLICATION FILED MAR. 21, 1904- 7 v /IIIIIIIII'IIIIIIIIIIllllll 'lIII/J llllllmm v v 6 v 6'6 Q/Vi [was a c o ci'wue/wlioz S'lEIllli'X I). BARNETT, OF NEWARK SEW .lIIl-thfifi" TRAIN-SERVICE COUPLING.

Specification of Letters Patent.

Patented Jan. 21, 1908.

Application filed March 21. 1904- Serial No. 199.070.

7' .1. whom it may concern:

lie it known that I, STEPHEN D. BARNETT, a (ill/it'll ol' the United States, and resident of Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Train-Service Couplers, of which the following is a specification.

In coi-ipling railway cars together it is customnry to employ two so-called safety chains for connecting the ears in addition to the regular car-couplers, these chains being employed only as a precautionary measure to prevent disconnection of the cars or parts of a train in the event of the breakage or accidental uncoupling of the car-couplers, and therefore being of such length as to normally hang in a slack or inactive condition between the connected cars. In con ling two cars together, the construction 0 the ear-couplers carried thereby is such that the couplin, peration will be effected automatically when the cars are brought together,but in order to effect the-further coupling of the cars by the chains it is necessary that the trainman go between the cars for such purpose, the chains being usually carried by one ear and being adapted to be detachably placed in connection with a hook or eye carried on the opposite car. This manual operation of coupling the chains is objectionable, however, both on account of the delay and time caused in effecting the same and also on account of the danger incurred by the trainman in going between the cars. To avoid these objectionable features incident. to the use'of the usual safety chains, .I have provided, as a substitute'for such chains, socalled safety couplers, as disclosed in Letters Patent No. 717,525, issued to me January 6, 190 3; which are so constructed and arranged as to automatically assume a coupled osition sin'iultaneously with the coupling of the regular car-couplers when the cars are brought together, and having provision for a longitudinal or endwise movement relatively'to each other somewhat in excess of that be tween the ear-couplers, whereby'they will normally be held by the latter in a position of non-working engagement so as to remaininactive ex ptat such times as they may be required for use, that is, when tt-ecar-couplers brea k or become accidentally uncoupled or otherwise inoperative.

In accordance with my present invention, I have combined an automatic safety coupler of the general character referred to, with an automatic train-pipe or train-service coupler, with the object of render-ii'ig the use of the latter more effective and desirable. Train-service couplers, as well understood, are adapted merely for effecting the coupling of the air-brake, signal, and steam pipes, or any one or more of them, when two cars or an engine and car are coupled together, and

.do not operate to effect a draft coupling of the cars. Moreover, as they are usually supported by the car-couplers, they are not adapted to serve as safety or emergency couplers for the reason that upon the breakage or accidental uncoupling of the carcouplers they would also be thereby rendered inoperative.

In carrying my present invention into effect, I connect the train-service coupler with the car by a draft connection independent of the car-coupler and provide the same with means for draft coupling with a companion coupler, whereby it may be employedas a ear-coupler if so required, the said draft coupling means of the coupler being preferably so constructed and arranged as to be maintained normally inoperative or in a position of non-working coupling engagement with a companion coupler during coupling engagement of the car-couplers and being operative to automatically effect a draft coupling with its companion-coupler in the event of the breakage or accidental uncoupling ofthe car-couplers.

Referring to the accompanying drawings forming part of this specification and -illus-,

tratir'g a preferred embodiment of my invention, Figure 1 is a side elevation of the end portions of the sub-structure of two cars provided with carcouplers and with my improved train-service couplers, both sets of couplers being shown uncoupled. an enlarged side elevation of bothsets of couplers in coupled position, with their shanks and certain connecting parts broken away. Fig. 3 is a front end elevation of one of the train-service couplers in connection with a car-coupler and a portion of the supporting car sub-structure, the latter parts being in section and elevation. Fig. 4 1s a horizontal Fig. 2 is section through a pair of train-service coup lers in coupled position, the section being taken through the coupler head on line 4-4. of Fig. 5. Fig. 5 is a vertical section through the couplers online 5'5 of Fig. 4. Fig. 6 is a detail view showing the draft-hooks of the train-service couplers in their raised or uncoupled position. Fi 7 is" a sectional detail to be hereinafter. re erred toQFig. 8 is' a front end elevation of a train-service coupler embodying a modified-form of my invention; Fig. 9 1s a horizontal section through line 9-9 of Fig. 8. 10 is a side elevation of the coupler shown. in Figs. '8 and 9,

- and Figs. 11 and 12 -are detail views to be hereinafter referred to. i

As the construction and (:Heration ofeach of the companion couplers ustrated in the drawings is substantially identical,"the further detailed description of one will be applicable to both. f-

In the drawings, and referring more particularly to Figs. 1 to- 7 inclusive, 1 indicates a portion of the frame or sub-structure. of a car, and 2 an automatic car-coupler of the yerticallane type which is adapted to be connecte. with the car frame in any usual or suitable manner, the same in the present instance shown being supported adjacent to its forward end in a bracket or carryron attached to' the under side of the frame.

Supported beneath the-car-coupler 2 is my improved train-service coupler, which comprises a coupler-head 3 herein shown as conj fiexible connections 4, 5, and-6 WlllGlI are respeetivelycoupled with the said coupler- .nected with the usual air-brake, signal, and

steam pipes of the car, indicated at 4, 5 and 6 respectively, through the medium of head at ,4", 5", and 6. Located within the coupler-head. 3 and communicating with these several .hose connections are corre as sponding air-brake, signal and steam sages or conduits, indicated at 7, 8 an 9,

respectively, the orifices of which are arranged in-avertical plane at the frontend of the coupler-head, as most clearly shown in Fig. 3, and provided with the usual rub ber gaskets, such as 10, seated therein for effecting the proper coupling of the conduits with those of a companion coupler-head when brought into coupling engagement therewith.

, Inorder to assure the proper positioning of two companion couplers relatively to each other when brought into coupling engagement, whereby the conduit orifices or one coupler-head will properly register with those of the other, each coupler-head is provided .with substantially the usual positioning means employed inthis class of couplers an comprising two diagonally opposite forwardly-projecting outwardly-flaring guidearms 11, 11, for engagement with diagonally opposite cooperative guide surfaces 12, 12,

on the opposing companion coupler, the said uidesurfaces 1'2, 12, as shown in Fig. 3,

f eing located at those corners of each coupfiler-head opposite-the guide-arms and being so arranged that the distance between them will correspond 'to'the distance between the bases of the guide-arms whereby the proper engagement, as shown in end through Wllidll positioning of the coupler-heads Jrelatively toeach-other when broughtinto coupling 2'- flwil positively assured.

The coupler-head 3 is carried atjth'e front end of a supporting) shank 14 which is pref" eneath' the'j 'eare-coupler erably supported 2 in. a manner-to permit of the cojupler-head "being. movable 'both laterally, vertically and longitudinally relatively to the car whereby it may be self-adjusting for coupling with com anion couplers supported-"at different heig ts and also be capable-of maintaining coupler during the change-in position of the adjacent ends of the cars when passing over curves. r

Any suitable means maybe employed for supporting the shank 14 in the manner referred to, the means as herein shown comprising a fixed bracket-arm 15 depending vfrom the underside of the car-coupler carryiron 2 and havin an opening 16 at its lower the rear end ofthe shank 14 loosely extends and is supported, a chain or flexible connection 17 attached to the carcoupler 2 by a suitable tie-strap 17 and having connection with the shank 14 adjacent to its front and serving to suspend the latter vertically in position and permit of any de sired movement of the supported couplerhead relatively to the car as referred to. A coiled spring 18 located on the shank 14 with one end bearing against a stationary washer 19 resting against the faceof the bracket-arm 15 and its'other end bearing against a collar coupling engagement with a .companion 20 on the said shank 14 operates to yieldingly hold the latter in its normal forwardly extending position and also cause the coupler-head carried thereby to maintain'a close coupling engagement with a companion coupler when two cars are brought into coupling engagement, this action of the spring being i the same as that of similar springs in couplers ally connected or anchored to the car-frame at Hand having its lower or free end provided with an eye 23 to receive a hook 23" at the rear end of the shank 14, as shown in j Fig. 1, thisparticular form of hook and-eye" connection between theshank and the link 21 being employed to permit of'the ready connection and disconnection of such parts in the operation of placing the coupler in connection, with the car or disconnectingoit therefrom.- Having thus described a draft connection between the train-service coupler and the car, I will now describe the means employed for effecting an automatic draft connection between companion couplers when brought into coupling engagement. The shank 14 of the coupler is provided with a yoke at its front'end comprising two forwardly projecting arms 14, 14, having eyes or opening 14', 14', in which is supported a transversely arranged rook-bar 24, as most clearly shown in Figs. 4 and 5. Pivotally mounted upon this rock-bar is a couplinghook 25, the forward or hook endof which is adapted to engage with the rock-bar 24 of a companion coupler to effect a draft coupling therewith, the said coupling-hook being arranged at one side .of the center of its supporting rock-bar so as to also permit of the engagement with the latter of the couplinghook of the opposing or companion coupler, as most clearly shown in Fig. 4, this arrangement of the parts being such that the rock-- bar 24 of each coupler forms" acoupling member for cooperation with the coupling-hook of the companion coupler.

In order to assure the coupling of the coupling hook of one coupler with the cooperative member of a companion coupler, the forward end of the hook is provided with a tapering or inclined surface 27 which, when brought into engagement with the rock-bar of the companion coupler, will cause the free end o the hook to ride thereon into coupling position as shown.

any suitable means may be employed for movably holding the coupling-hook with its free end 111 a raisedsubstantially horizontal position for effecting coupling engagement with a companion coupler as described, the means as herein shown comprising a shoulder 30 on the heel of. the coupling-hook engaging with a stop-pin 31 on the, adjacent yoke-arm 14, this means permitting of the upward movement of the free end of the hook during the coupling operation but operating to limit its downward movement.

In view of the employmentof a couplinghook in each companion coupler, whereby a double locking of the couplers is effected, it is desirable that the hooks of both couplers should be operated to simultaneously uncouple or disengage from thrir cooperative coupling members upon the uncoupling of the ear-couplers. As a simple means for effecting this operation, the rock-bar 24 is provided with two arms or cams 32 and 33,

the ram 1. being arranged to engage with the eoupling-lmok supported on its rock-bar and the cam 33 being arranged to engage with the ramplmg-hook of the companlon coupler, whereby, .upon the rocking of the rock-bar in the proper direction, its said cams will op rate to raise and disengage both eoupling-hmks from their cooperative coupling members. as shown in Fig. 6. By reason of the said'eams engaging with the coupling-hooks at different points with respect to their axis, that is, the cam 32 engaging with one hook adj aoent to its axis and. the cam 33 engaging the other hook nearer its free end, provision is made fora differential action of the cams with respect to the time of their engagement with the hooks so as to assure the simultaneous uncoupling of the latter from the rock-bars 24. To effect this differential action, the opening 34 in the coupling-hook in which the cam. 32 works, as most clearly shown in Fig. 6, is made sufficiently large to permit of a certain lost motion of the cam therein before it engages with the hook in the uncoupling operation, so that the cam 33 will have enga ed the hook of the companion coupler an partially raised the same by the time the cam 32 engages with the hook operated by it, the parts being so organized that the continued upward rocking movement of the cams will operate to simultaneously raise the hooks to uncoupling position, as shown in Fig. 6. By providing each rockbar 24 with duplex hook-releasing means, in the form of the two cams described, the uncoupling operation of the two ,hooks will be effected by the operation of the rock-bar, and this rock-bar will preferably be operated from the usual car-coupler uncoupling-lever 36 on the car through the medium of a chain orflexible connection 37 and a crank-arm 38 on one end of the rock bar, whereby the uncoupling of both the car -couplers and the train-service couplers may be effected simultaneously.

The coupler-head 3, herein shown in the form of a substantiallyrectangular casing or housing open at its front and rear ends, is loosely -fitted over the front end of the yoke on the supporting shank 14 so as to partially inclose or house the. parts carried thereby and is pivotally connected therewith by means of the rock-bar 24 which extends at its opposite ends through openings 3, 3, in the sides of the said head, as most clearly shown in Fig. 4. This connection of the coupler-head with the shank permits of an oscillating movement of the headrelative to the shank in a vertical plane, and the connections of said head with its adjacent supporting parts are preferably made sufliciently loose to also permit of a movement of the head relative to its shank in a horizontal, lane. Such relative movement of the-coupler-head with respect to its supporting shank is desirable as a further means for assuring the maintenance of coupling engagement of two companion coupler-heads when the cars are passing over curves or switches, in addition to the lateral and vertical movements of the couplers relatively 'to the cars permitted by the suppo'rtingof the shank 14 as hereinbefore described. i

described as provided with" passages or conmain steam pipes of the two cars are supported at opposite sides thereo This of cours brings together the abutting faces of the gaskets carried by the metallic cou ling members in a substantially vertical 0 lique plane. It therefore becomes necessary, when it is desired to effect cou ling with one of these non-automatic" coup ing-members, that the coupling end or member of the steam conduit in my improved coupler should be located in a substantially corresponding oblique plane in order to effect proper coupling of the parts without necessitating undue bending of the hose connection carrying the non-automatic coupling member. As the coupling end or member of tliesteam conduit 9 in my improved coupler, however,

herein shown as the rubbergasket 10, is normally supported, when in position forautomatic coupling, with its face lying in a vertical transverse plane at the face side of the coupler-head, it therefore becomes desirable, in order to adapt the coupler for both automatic and non-automatic coupling, that its said coupling member or gasket 10 should be adjustable from its said normal position in a transverse plane for automatic coupling to a position in an oblique plane for non-automatic coupling, and vice versa. Any suitable means may be employed for rendering the coupling-member 10 thus adjus'table, the means as herein shown being as follows: The conduit pipe 9 as most clearly shown in the sectional plan view Fig. 11, is rotatably supported in an endwise stationary position within a fixed bearing sleeve 60 erein shown as an integral part of the coupler-head. At its rear end this conduit pipe is threaded for connection with the usual hose cou ling, as shown in Figs. 9 and 10, and at its orward end carries the coupling-member or gasket 10 which is retained in operative connection therewith by a flanged retaining sleeve 61 which connects with the conduit pipe through the medium of an interposed sleeve 62 which is internally and externally threaded for connection with the said respective parts. To provide for the adjustment or changes in position of the couplingmember 10 in themanner hereinbefore re ferred to, the conduit pipe 9 isarranged with its axis at an angle to the face of the couplerhead 3 and the coupling-member 1 0 is arranged with its axis at an angle to the axis of thesaid conduit pipe", this arrangement of the parts permitting of the coupling-member 10 being shifted from a position for automatic coupling with its face or coupling-end in a transverse plane, as shown by dotted lines in Fig. 11, to a osition for non-automatic coupling in an oblique plane, as shown by full lines in said Fig. 11, simply by the turning of. the conduit pipe in its bearing.

In effecting the coupling of a non-automatic coupling member, such as indicated at 63 in FigQll, with the steam coupling-member 10 of my improved cou ler, any suitable means may beemployed or holding the said members in coupling engagement, the means as herein shown comprising a yoke 64 for embracing the neck of the non-automatic coupling-member 63 and being c'arriedby a rod 67 which extends at its rear end through a supporting sleeve 66 and is screw-threaded for cooperation with a winged-nut 67 thereon, the said nut bein adapted to bear against the rear side of the sleeve 66 and operate, when turned in the proper direction, to cause the yoke 6a to draw the couplingmember 63 into close coupling engagement with the coupling-member 10", as shown in Fig. 11. The yoke 64 may be supported in any suitable manner to be movable to and from its operative holding position, its supporting sleeve 66 as herein shown being pivoted to the coupler-head at 68 whereby the said yoke may be swung in a vertical. plane to and from its said operativeposition.

Another feature of my invention in connection with the means for effecting an interchange of automatic and non automatic coupling of the steam connections, is the provision made for permitting the non-automatic coupling member to be brought into coupling engagement with the companion coupling member of my improved coupler. The non automatic steam pipe couplingmembers, such as the one indicated at 63 in Fig. 11, are formed with their orifices opening at the end thereof in a transverse plane, and with their interlocking extension 63 projecting forwardly beyond their orificecontaining ends. This necessitates the provision of a space or pocket in the face of the coupler-head adjacent to the steam coupling member, such as indicated at 70, into which the said forwardly-projecting locking extension of the coupling-member may be entered when a cou ling of automatic and nonautomatic coup ing members is effected.

What I claim is:

1. The combination, with-a car cou )ler, of a train-service coupler having a draft-cow nection with the car inde endent of the carcou ler and being provi ed with means for dra t coupling with a companion coupler.

2. The combination, with a car-cou ler, of a train-service coupler having a dra t connection with'the car independent of the carcoupler and being provided with means for automatic draft coupling with a companion coupler. I

3. The combination, with a car-cou ler, of a trainservice coupler having a dra t connection adjacent to its rear end with the car independent of the car-coupler and a flexible. connection adjacent to its forward end with the car-coupler and being provided with means for draft couplingwith a companion coupler.

coupler and having a yieldingly supported train-service coupler 4. The combination, with a car-coupler, of

having a draft connection with the car independent of the car-coupler and being provided with means for draft coupling with a companion coupler. v

5. The combination, with a car-coupler, of

a yieldingly supported train-service coupler having a draft connection with the car independent of the car-coupler and being provided with means for draft coupling with a companion coupler, and a bracket supporting the train-service coupler and being connected with. the car independent of the car coupler. 6. The combination, with a car-coupler, of a train-service coupler having a draft connection with the car independent of the carice'coppler at a point coupler and being provided with means for draft coupling with a companion coupler, a bracket loosely supporting the train-service coupler and being connected with the car independent of the car-coupler, and a flexible connection between the train-service coupler and the car-coupler. 4 7. The combination, with a car-con ler, of

a train-service coupler having a dra t connectionat its rear end with the car inde end ent of the car-coupler and being provi ed at or adjacent to its front end with means for h draft coupling with a companion coupler, and means carried by the carmdependent of the car coupler for su porting the train-seri tween its ends.

combination, with a car-cou ler, of a train-service coupler a dra t connection at its rear end with the car inde endcut of thecar-coupler and being provi ed at its front end with means for draft coupling with a companion coupler, and a rigid bracket attached to the car independent of the caran opening therein through which the train -service. coupler loosely extends and is supported. 9. The combination, with a pairof trainservice couplers and means for holding the I same in con ling engagement, of means for effecting a raft coupling of said couplers, said draft coupling means being normally inoperative duringcouplingengagement of lers.

the said'couplers;

10. The combination, with a pair of trainservice couplers and means for yieldingly holding the same in coupling engagement, ofv

means for effecting a draft coupling of said couplers, said draft coupling meau's bei ng normally ino erative during couplingen gagement of t e said couplers.

- 11. The. combination, with a pair of trainservice couplers and means embodying a spring for holding the same in coupling engagement, of inde endent means for elfecfr g an automatic raft coupling of said coup- 12.. The combination, with a pair trains service couplers-and means for holding the samein coupling engagement, of means for effecting an automatic draft coupling of said couplers, said draft coupling means being normally ino erative during coupling engagement of the said couplers. y

13. The combination, with a pair of trainsert' ice couplers and means for holding the same in coupling engagement, of means, including a ivoted hook, for effecting a draft coupling 0 said couplers, said draft coupling means being normally inoperative during coupling engagement of the said couplers.

' 14. The combination, with a pair of trainservice couplers and means for holding the same in coupling engagement, of independ ent means for effecting a draft "coupling of said couplers, comprising a hook and a bar carried by each of the couplers, the hook of one coupler being adapted to engage with the bar of the other coupler."

15. The combination, with a pair of train-- service'couplers and means for holding the same in coupling engagement, of means for being adapted to engage with the rock-bar .of the ot er coupler and the rock-bars'of iboth'couplers be ng provided with duplex hook-releasing means. 17. The combination, with a pair of"train-. service couplers and, means for holding the same in con ling engagement, of means for I effecting a raft coupling of said couplers, comprising a hook and a roclcbar carried by eachof the" couplers, the hook of one coupler being adapted to engage with the rock-bar of the other coupler and the rock-bars of both couplers being each provided with duplex difierehtially acting hook-releasing-means. t

18. The combination, with a pair of trainser'vice couplers and means for holding the same in coupling e'ng ement, of means for effecting a draft coupjmg of said couplers,

comprising a hook and a rock-bar carried by each of the couplers, the hook of one coupler beinlg ada ted to engage with the rock-bar of .t' e ot r coupler and the rock-bars of both couplers being provided with hook:-

releasingcams,

19. A train-service couplericomprising a supporting shank, a coupler-head a a1 forming a pivotal connection between saidshank and coupler head, and a draft 'couplinghook pivotedon said bar.

20. A train-service coupler, comprising a supporting shank, a coupler-head, a rockbar forming a'pivotal connection between said shank and coupler-head and being provided with hook-releasing means, and a draft coupling-hook pivoted on said rockbar.

21. A train-service coupler, comprising a supporting shank, a coupler-head, a rockbar forming a pivotal connection between said shank and coupler-head and being pro-. vided with hook-releasing means and with an operating arm, and a draft coupling-hook pivoted on said bar.

22. A train-service coupler, comprising a couplenhead, a pivoted draft coupling-hook,

and a bar having hook-releasing means for ci'igagement with said hook.

123. A train-service coupler, comprising a coupler-head, a pivoted draft coupling-hook, and a rock-bar on which said hook is pivoted and having hook-releasing means for engagem ent therewith.

24. A train-service coupler, comprising 'a coupler-head, a pivoted draft coupling-hook,

and a rock-bar on which said hook is ivoted supportin shank having a yoke at one end,

a coupleread, a bar carried by said yoke and pivotally connecting with the couplerhead, and a draft coupling-hook connected with said bar.

Signed at New York, in the county of New York and State of New York this 2nd day of March A. D. 1904.

STEPHEN D. BARNETT. Witnesses:

CHAS. F-. DANE, E. M. FAITH. 

